Api cj 4

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API CJ-4: New Oil Category for 2007 Low Emission Diesel Engines Using Particulate Filters

Authors: J. A. Mc Geehan, Chevron, Chairman; J. Moritz, Intertek, Secretary; G. Shank, Volvo; S. Kennedy, ExxonMobil; W. Totten, Cummins; M. Urbank, Shell; M. Belay, Detroit Diesel; S. Goodier, Castrol; A. Cassim, Caterpillar; B. Runkle, Ashland; H. DeBaun, International; S. Harold, CIBA; K. Chao, John Deere; S. Herzog, RohMax; R. Stockwell, GM Powertrain; C. Passut, Afton; P. Fetterman, Infi neum; D. Taber, ConocoPhillips; L. Williams, Lubrizol; W. M. Kleiser, Oronite and J. Zalar, TMC. Statisticians: P. Scinto, Lubrizol; E. Santos, Infi neum and J. A. Rutherford, Oronite.

ASTM Heavy-Duty Engine Oil Classifi cation Panel

INTRODUCTION

The U.S. EPA has defi ned specifi c emission reductions of particulate and NOx for both on- and off-highway diesel-powered vehicles. This has enabled engine manufactur-ers and their suppliers to focus on meeting these targets and delivering new emission-controlled diesel engines to market on time.

Similar reductions in diesel emissions are also defi ned for Japan and Europe (1). These step reductions in emissions include particulate which is composed of soot and sulfate bound with water, unburned oil, and fuel. These small particles are associated with health issues, and the NOx, which is formed by oxidation of atmospheric nitrogen at high temperatures in cylinder, can result in smog and acid rain pollution.

The reductions in particulate have been achieved by im-provements in combustion and the reductions in NOx by controlling the peak-cylinder temperature. These im-provements for on-highway vehicles have been achieved by attacking the emission at the source through a series

ABSTRACT

In order to meet the U.S. EPA’s 2007 on-highway emission standards for particulate and NOx, all diesel engines will re-quire diesel particulate fi lters (DPFs) and cooled exhaust gas recirculation (EGR) and will utilize ultra-low sulfur fuel. As this will be the fi rst time that all on-highway diesel engines will employ DPFs combined with ultra-low-sulfur fuel, the Engine Manufacturers Association (EMA) requested that a new oil category be developed to provide compatibility with DPFs in the exhaust system, as well as engine durability for both new and legacy engines.

This paper reviews the development of this new oil category called API CJ-4, which will be introduced in October 2006. This diesel engine oil category is the fi rst in the U.S. which limits the oil’s sulfated ash, phosphorus, and sulfur in order to insure adequate service life of the DPF.

The API CJ-4 oil category includes 10 fi red engine tests and 6 bench tests. The new multi-cylinder tests in the category include Caterpillar ACERT C13, Cummins ISB, Cummins ISM, Mack T-12, and Mack T-11, which cover oil consump-tion, piston deposits, ring-liner, bearing wear, valve-train wear, soot dispersancy, oil oxidation, and viscosity shear. These tests are juxtaposed on existing tests selected from the API CI-4 category. It is the most robust API oil category ever de-veloped in the U.S.

of improvements in in-cylinder combustion. These im-provements include the use of:

• Turbocharging, air-to-air intercooling, four valve cylinder heads, and changes in the piston bowl design combined with high top rings.

• High-pressure direct injection or high pressure common rail electronically controlled fuel systems with rate shaping.

• Retarded fuel injection timing to lower peak fl ame combustion temperatures, which reduces the NOx formation by displacing the combustion event until later in the expansion stroke.

• Cooled EGR, which is a dilution of the intake charge with an inert gas that in turn reduces peak fl ame temperature and NOx formation. This was often combined with more powerful computer systems which allowed multiple fuel injections dur-ing the combustion event to control peak cylinder temperatures.

• Variable geometry turbocharging providing airfl ow for high torque, EGR delivery, and maintaining the optimum air fuel ratio at all conditions.

15th International Colloquim Tribology—Automotive and Industrial LubricationJanuary 17-19, 2006

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Because of the changes to EGR rates, the application of DPFs to the exhaust system for 2007 engines, the mandatory use of low sulfur fuel, and the emission compliance requirements, the EMA requested a new engine oil category on September 24, 2002. This paper reviews the development on this new oil cat-egory which is designed to be compatible with DPFs, and to provide engine durability for both new and legacy engines.

This new oil category, designated PC-10, was developed through the cooperation of two teams -- New Category Devel-opment Team and ASTM Heavy-Duty Engine Oil Classifi ca-tion Panel. Upon its completion, the American Petroleum In-stitute has now designated it category API CJ-4.

The paper on the development of the category is organized into the following sections:

• DPFs to meet 2007 particulate standards

• Incombustible materials in DPF

• Chemical limits for API CJ-4

• Tests selected in API CJ-4

• Matrix oil tests

• Testing and fi nal limits

• Program timeline

• Conclusions

DPFs TO MEET 2007 PARTICULATE STANDARDS

Passive system. DPF can be a passive self-regenerating fi l-ter which continuously converts diesel soot to carbon dioxide (CO2). The system is composed of diesel oxidation catalysts installed upstream of a wall-fl ow ceramic honeycomb fi lter, with alternative channels blocked at opposite ends of the fi lter such that the exhaust gases have to pass through the porous ceramic walls.

Despite these continuous improvements in in-cylinder com-bustion by attacking the emissions at the source, diesel engines cannot meet the 2007 and 2010 U.S. on-highway particulate standards which mandate a tenfold reduction from 0.10 to 0.01 g/bhp-hr (1.3 g/kWh). Consequently, all U.S. 2007 diesel en-gines will employ DPFs in the exhaust system, which removes more than 90% of the carbon particulates (2). (See Fig. 1 and Appendix Fig. A-1.)

In addition, in order to reduce particulate and to assure com-patibility with the DPFs, 95% of highway fuel will be ultra-low sulfur diesel (ULSD) which limits sulfur to a maximum of 15 ppm compared to the current maximum limit of 500 ppm. The actual average numbers are nominally 350 ppm, and re-fi neries will produce the ultra-low sulfur fuel at 6-8 ppm to en-sure that the 15 ppm is not exceeded as a result of sulfur picked up in the pipeline distribution system.

Diesels will also employ some form of EGR to control NOx in all 2007 engines. The level of EGR will be increased over the 2002 high pressure EGR rates, though this will not change the external architecture of engines. In the case of Caterpil-lar’s Advanced Combustion Emission Reduction Technology (ACERT) engine, they have selected low pressure EGR. This requires taking the exhaust at the outlet of the DPF and return-ing it to the inlet air via an external piping system. Caterpillar refers to this as “clean air induction.”

The 2007 standard requires that the engine emission system must remain compliant for the following specifi ed mileages, depending on vehicle type:

• 700, 000 km (435,000 miles) for heavy-duty vehicles and transit buses

• 290,000 km (180,000 miles) for mid-range vehicles

• 240,000 km (150,000 miles) for light-duty vehicles

0.01

0.25

NOx (g/BHP-Hr)

2002API CI-4

2010

1.2API CJ-4

1998API CH-4

1994API CG-4

1991API CF-4

2007

Diesel ParticulateFilter

0.10

2.0 4.0 5.00.2

Particulate (g/BHP-Hr)

NO + 1/2 O2 NO2 over oxicat (1)

NO2 + C NO + CO in DPF (2)

NO2 + C 1/2 N2 + CO2 in DPF (3)

Oxicat DPF

15 ppmMax Fuel Sulfur

EngineExhaust

TemperatureControl

Auxilary HeatAdditional ExhaustHeat For Cold-DutyCycle

NO-NO2

Exhaust

Clean Air

Clean Air

Fig. 1. US EPA on-highway emission standards. Particulate standards can only be met with DPF’s.

Fig. 2. Active diesel particulate fi lter shown with wall-fl ow fi lter substrate.

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Unfortunately, there was no fi eld data to support chemical lim-its. Nevertheless, research data from dynamometer tests indi-cated a direct relationship between sulfated ash level and in-combustible material in the DPF at constant oil consumption (4). In addition, Heejung et al. suggested that the presence of metallic ash in the fi lter might modify the oxidation kinetics (10). This type of data combined with limits imposed on Eu-rope’s ACEA E6 and JASO DH-2 oil categories infl uenced the ASTM task force on this topic to agree on the following limits, as shown in Fig. 3 and Table 1. The phosphorus level was con-trolled at 0.12% because of concerns about the platinum oxi-dation catalyst’s life. There was not data to support this limit for diesel engines which have lower exhaust temperatures than gasoline engines, where limits on phosphorus are imposed to minimize deactivation of the catalysts (11-13). In regard to diesel engines, the greater concern was valve train wear, since the phosphorous level is critical to its control.

ENGINE TESTS IN API CJ-4 OIL CATEGORY

The process of upgrading heavy-duty engine oil categories is designed to keep existing tests from previous categories which have successfully eliminated oil-related failures and addressed EMA’s concerns with oil performance. As engines change due to emission requirements, these old tests are juxtaposed with new engine tests that will address the expected performance issues of newer engines. Due to the increased levels of EGR in 2007 engines, coolant temperatures will increase moder-ately, which increases engine oil temperatures and potential oxidation of the oil. In addition, as phosphorus levels will be reduced to a maximum of 0.12% from the current levels of 0.14%, there were signifi cant concerns about valve train wear performance for both new and legacy engines. To address all

1.0% Ash

13% Volatility

0.12% Phosphorus

0.4% Sulfur

API CJ-4

Chemical Limits

Since the proportion of NO2 in the raw exhaust is relatively low, the main role of the oxidation catalyst is to convert en-gine NO to NO2. (NO is the main NOx component in diesel exhaust.) This NO2 combusts the particulate matter at a low temperature range of 250-350°C (1-3). (See Fig. 2.)

Active regeneration. In cold temperature duty cycles where the exhaust temperature is too low to oxidize carbon, active regeneration is required. This can be achieved by late cycle post-injection, using a high pressure common rail system to raise the exhaust temperature, or a fuel burner system which takes diesel fuel from the fuel tank and burns it in a carefully designed combustor. In low temperature oxidation systems it is possible to heat exhaust systems to temperatures in the range of 400-600°C which is ideal for rapid particulate matter fi lter regeneration (3).

INCOMBUSTIBLE DPF MATERIALS

Since the fi lter media is designed to trap soot particles of the order of 60 nm in diameter, the media is also capable of trap-ping ash derived from the engine oil’s metallic components (3). Previous research studies indicate that the incombusti-ble material is dominated by the combustion products of lubri-cants additives. It is primarily derived from the lubricant’s cal-cium or magnesium detergents and from zinc dithiophosphates (ZnDTP), which is both a wear and oxidation inhibitor (2-9).

The most recent study by Mc Geehan et al. in 2005 character-ized the incombustible particle size. The distribution of these elements is bimodal, with a large number of particles of 0.4-micron diameter and the remainder at 8 microns. Overwhelm-ingly, the majority of particles are submicron. Also, the carbon (soot) remaining in two different DPFs ranged from less than 2 to less than 1%, indicating excellent performance of the DPF system (2).

These incombustible materials can cause the exhaust back-pressure to increase, which would change the air fuel ratio, increase soot, and reduce fuel economy. So the fi lter requires cleaning after prolonged service, and this is done with cleaning machines that reverse fl ush the fi lter with compressed air.

CHEMICAL LIMITS OF OIL FOR API CJ-4

Due to the collection of incombustible materials in DPFs, the EPA has mandated that DPFs can only be cleaned at 150,000 miles (241,350 km) or 4,500 hours in pick-up and delivery ve-hicles. So, a team within the ASTM-HDEOCP agreed with EMA to impose chemical limits on the API CJ-4 fresh oil in order to limit the lubricant derived components that collect in the DPF. This would guide EMA’s sizing of DPFs and the ro-bustness of the platinum catalysts.

In previous API heavy-duty engine oil categories there were no chemical limits on the engine oil, because there were no after-treatment systems in the exhaust. In the most recent cat-egory—API CI-4 introduced in 2002—the oil’s sulfated ash derived from detergents and ZnDTP or other metallics was gen-erally in the range of 1.3-1.5% ash; phosphorus levels were in the range of 0.12-0.14%, with sulfur ranging from 0.45-0.8%.

Fig. 3. API CJ-4 chemical limits: ash, phosphorus, sulfur and volatil-ity.

Table 1. Comparison of API CJ-4 to ACEA E6 and JASO DH-2 chemical limits.

Oil Category API CJ-4 ACEA E6 JASO DH-2

% Sulfated Ash 1.0 1.0 1.0

% Phosphorous 0.12 0.08 0.12

% Sulfur 0.40 0.30 0.5

% Volatility 13 13 18

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of these EMA concerns, there are fi ve new diesel engine tests and one new gasoline test shown below:

• Caterpillar ACERT C13

• Cummins ISB

• Cummins ISM

• Mack T-12

• Mack T-11

• GM Sequence IIIG

Oil consumption control. Because oil consumption increases both particulate levels and the rate of buildup of incombus-tibles in the DPF, there are three tests in the category for pis-ton deposit and oil consumption control. They are Caterpillar ACERT C13, Caterpillar IP, and Caterpillar IN. These engines do not use EGR.

Top-land piston deposits can be related to oil consumption, and these deposits can be related to piston temperatures (14-15). The Caterpillar tests listed above cover a wide range of temperatures and applications ranging from light-duty alumi-num pistons to mono-steel forged heavy-duty pistons. (See Figs. 4-7.) To ensure backward compatibility, the Caterpillar

C13 uses 15 ppm fuel sulfur and the Caterpillar IP/IN test uses 500 ppm fuel sulfur.

Valve train wear control at high soot levels. Wear control is critical for engine durability and fuel effi ciency because ZnDTP levels are now limited to 0.12% phosphorus for cata-lyst compatibility. It was agreed to have three valve train wear tests in API CJ-4, ranging in used oil soot levels from 3.5-6% to prevent soot wear (16). They are Cummins ISB, Cummins ISM, and GM Roller Follower tests, all of which have different confi gurations. (See Figs. 8-11 and A 2-4.) The ISB uses 15 ppm fuel sulfur and the other two use 500 ppm.

Ring liner, bearing wear, and oil oxidation control. The Mack T-12 uses the 2007 EGR rate which is approximately dou-ble the EGR rate on 2002 engines. Because of the increased heat rejection, the oil gallery temperatures are raised to 116°C (240°F). Also, the combustion pressure is raised to 240 bar (3500 psi) in order to exacerbate ring and liner wear for pur-poses of the test. This test is similar to the Mack T-10, where ring and liner wear are controlled and the lead levels result from oxidation of the oil which causes lead corrosion of the bearings. (See Fig. 12.) To supplement Mack T-12 oxidation control, the gasoline engine oxidation tests Sequence IIIG or IIIF are incorporated into the category as they operate at an oil temperature of 149°C (300°F).

Soot dispersancy. API CI-4, which was introduced in 2002, incorporated the Mack T-8E, a non-EGR engine with a high-swirl head, with viscosity limits set at 4.8% soot. However, to meet the 2002 emission standards, Mack launched a different cylinder head design with a low-swirl head which had fi eld viscosity increase issues due to soot. In addition, Internation-al’s new 6-liter HEUI engine used in Ford F250 trucks had some oils shearing out of grade with API CI-4 oils. To resolve each of these problems, a new Mack T-11 test was developed which incorporated low EGR rates and low-swirl heads. In this test, minimum viscosity is fi rst determined after a 90-cycle pass in the Kurt Orbahn bench-injector test. In contrast, 30 cycles are used in API CI-4 to resolve the shear-down issues, and the viscosity increase due to soot is controlled at 6% soot

294

187

155

140

239

172

155267

Land Groove

246

236

159138123

195

143

123

Land Groove

340

240

145

360

275190

Groove Land

Fig. 4. Caterpillar IP forged steel with an aluminum skirt used for oil consumption and piston deposit control. Piston temperatures measures in degrees C at operation conditions.

Fig. 5. Caterpillar C13 forged steel piston used for oil consumption and piston deposit control. Piston temperatures measured in degrees C at operating conditions.

Fig. 6. Caterpillar IN aluminum piston used for oil consumption and piston deposit control. Piston temperatures measure in degree C at operating conditions.

0

50

100

150

200

250

300

350

400

Piston Location

Piston Temperature - Degrees C

CAT 1NCAT 1PCAT C13Deere 4045TInternational 6.0 lMBE S900

TopLand

TopGroove

SecondLand

SecondGroove

ThirdLand

ThirdGroove

OilSump

Fig. 7. Comparison of Caterpillar piston temperatures in API CJ-4 to other commercial piston temperatures.

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in the Mack T-11 test. This test was incorporated into the API CI-4 category in 2004 as API CI-4 PLUS.

In summary, the tests in the API CJ-4 category include 10 fi red engine tests and 6 bench tests which build on previous cat-egory requirements, as shown in Table 2 and Tables A-1 to A-3. The details of new test operating conditions and cycles are shown in the Appendix.

Tire to BodyClearance

Shaft(Stationary)

Tire(Rotating) Cam Lobe

NeedleBearing(Rotating)

Body ofHydraulic Lifter

Push-Rod

Fig. 8. GM 6.5 liter Roller-follower confi guration.

Lifter Axle WearFrom Small Needle Bearings

Fig. 9. GM 6.5 liter stationary shaft showing low wear and high wear at the end of the test which generates 5% soot in 50 hours.

Fig. 10. Cummins ISB cam and tappets showing cam and tappet follower wear. The limits include tappet and cam wear in this 350 hour test generating 3.5% soot.

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Fig. 12. Mack T-12 limits rings, liner and bearings wear. The test limits lead increase from copper-lead bearing preventing the type of distress show above.

Fig. 11. Cummins ISM test which is design to minimize cross-head and injector screw wear. Test limits include cross-head wear, injector screw wear, fi lter pressure increase and sludge at the end of 200 hour test generating 6% soot.

Adjusting ScrewsWear Control

Cross Head Wear

SwivelFoot

Low Wear High Wear High Wear

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MATRIX OF OIL TESTS IN EACH ENGINE

Because of the chemical limits described above, two additive technologies which meet these chemical requirements were se-lected by EMA to be part of the matrix testing for this category. They are called Technologies A and B.

Using Technology A blended with API Group II stocks was designated PC10B and Technology B blended with API Group II base stocks was called PC10E. Both were blended as SAE 15W-40 oils. These were called “featured” reference oils as they were used in the Cummins ISB, Mack T-12, and Cater-pillar C13.

The previous oil categories had established base-oil inter-change (BOI) guidelines for Cummins and Mack tests, and consequently, only the Caterpillar C13 needed a completed BOI matrix. The base oils selected for the Caterpillar C13 study were API Groups I, II, and III base oils blended with Technologies A and B as SAE 15W-40 oils, as shown below in Table 3 and Fig. A6.

To insure that this category equaled the performance of API CI-4 oils which had no chemical limits, the Cummins refer-ence oil for API CI-4 was TMC 830-2 which was used in the ISB and ISM tests; and the Mack reference oil for API CI-4 used in the T-12 and T-11 tests was TMC 820-2. In the case of the Caterpillar C13, Oil D (included in the matrix as PC10G) was a high reference API CI-4 product. The statisticians sup-porting this program defi ned the number of tests required in each of these engines for statistical difference, as shown in Ta-ble 4. The total cost of this matrix was $5,532,000, as shown in Table A-4.

The above tests were run in four different laboratories which enabled test repeatability and reproducibility to be established, and also provided for LTMS charting to be established for ref-erence testing during the life of the category.

TESTING RESULTS AND TEST LIMITS

The Cummins ISM, Mack T-12, and Caterpillar C13 have four to fi ve different parameters to be controlled, and consequently a merit system is used in each of these tests. This allows a spe-cifi c number of parameters to be higher or lower than the “An-chor” or “Target” point which is multiplied by a weighting fac-

Table 2. API CJ-4 tests. This includes 10 fi red engine test and 6 bench tests. Diesel fuel sulfur ranges from 15 to 500 ppm depending on test type.

Performance CriteriaFuel Sulfur,

ppm TestAPI CJ-4

2006

Engine Tests

Aluminum Piston Deposits, Oil Consumption 500 Caterpillar 1N ASTM D 6750 1

Forged Steel Piston Oil Consumption / Deposits 500 Caterpillar 1P ASTM D 6681 2

Oil Consumption and Piston Deposit 15 Caterpillar C-13 3

Viscosity Increase Due to Soot at 6.0%* 500 Mack T-11 ASTM D 7156 4

Ring, Liner Bearing Wear & Oil Consumption 15 MackT-12 5

Valve Train Wear, Filter ∆P and Sludge 500 Cummins ISM 6

Valve Train Wear 15 Cummins ISB 7

Roller-Follower Valve Train Wear 500 GM 6.5-L RFWT ASTM D 5966 8

Aeration 500 Navistar EOAT ASTM D 6894 9

Oil Oxidation 1,000 See III G or IIIF (CI-4 Limits) (D 6984) 10

Bench Tests

Foam Sequence I, II, III – ASTM D 892 (non opt. A) 1

Volatility – Noack D 5800 2

Elastomer Compatibility EOEC (DXXXX) plus Vamac 3

High Temperature/High Shear Viscosity After Shear D 4683 4

Corrosion HTCBT 135°C D 6594 5

Shear Stability – 90 Cycles – Bosch Injector ASTM D 7109 6

Total Number of Engine and Bench Tests 16

Table 3. Matrix oils for Caterpillar C13, Cummins ISB, and Mack T-12. Two additive technologies-A and B-blended in three different base stocks.

Base Oils Group I Group II Group III

Technology ADI/VI

PC10AC13

PC10BC13, ISB,

T-12

PC10CC13

Technology BDI/VI

PC10DC13

PC10EC13, ISB,

T-12

PC10FC13

Table 4. Planned test and actual completed tests in Mack T-12, Cum-mins ISB and Caterpillar C13.

Test Type Planned

TestsTests

StartedAborted / Invalid

Completed Tests*

T-12 16 20 4 16

ISB 15 18 3 15

C13 26 27 1 26

*Operationally valid and reported to the TMC

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tor. The total merit cannot exceed the number defi ned by that test. The Cummins ISB test has only two control parameters, and therefore, a merit system is not used in this test.

Cummins ISM Engine, Test Results and Limits

Engine. Cummins ISM is a 2002 model year, 11-liter engine with electronic controlled unit-injectors, combined with cooled EGR and variable geometry turbocharger. The engine is rated at 330 bhp (236 km) at 1800 rpm. This engine uses 500 ppm fuel sulfur for backward compatibility.

Test cycle. This engine uses the same test cycle as the Cum-mins M11-EGR test, cycling between 1800 and 1600 rpm for 50-hour time periods. The engine target soot is 5% at 150 hours, which is achieved by over-fueling and retarded timing at 1800 rpm to produce the soot, followed by 1600 rpm at stan-dard conditions. At the end of the 200-hour test the soot level is 6%.

Test parameters. The test measures crosshead wear, top-ring wear, fi lter delta P (at 150 hours), and sludge rating on the rocker cover and oil pan combined. In addition, the test mea-sures the average injector adjusting screw weight loss. This is added to the ISM test in API CJ-4 based on previous research and fi eld issues though it was not in previous categories such as API CH-4 and CI-4 (9).

Reference oils. This test was not in the matrix, as it was a re-placement test to M11-EGR. The test included only the high reference oil TMC 830-2 and lower reference oil TMC 1004, along with an oil-ISMA which Cummins regards as an excel-lent performer based on fi eld data.

Statistical analysis of data and test limits. The crosshead swivel foot replaces the previous steel-foot design (see Appen-dix) which signifi cantly lowers crosshead wear, so limits were established based on the above reference oils. There were 15

tests completed in ISM, with the results and the merit rating shown in Tables 5 and 6. Test limit 1000 merit.

Cummins ISB Engine, Test Results and Limits

Engine. Cummins ISB is a 2004 model year, 5.9-liter engine with common rail fuel system combined with EGR and vari-able geometry turbocharger. The engine is certifi ed at 2.0 g NOx/bhp-hr and is rated at 300 bhp (215 km) at 2600 rpm. This engine uses 15 ppm fuel sulfur.

Test cycle. It is set up to generate 3.0-3.5% soot in the fi rst 100 hours at 1600 rpm due to retarded timing. The remaining 250 hours of the test comprises cycling every 27 seconds from low speed idle, to rated load and speed, to peak-torque. In this sec-ond stage the engine completes 32,000 cycles. (See Fig. A5.)

Wear parameters. The cam has a tapered face profi le and the tappet has a convex face profi le which assures tappet rotation. The severity of this test is due to the rapid speed changes at relatively high soot levels which minimize the fi lm between the cam and tappet. The cam, tappet, and crosshead wear were measured in the test matrix program; however, only the cam and tappet wear became test parameters.

Table 5. Cummins ISM test results with reference oils TMC 1004, TMC 830-2 and ISMA. Passing results requires a 1000 Merits.

Crosshead Weight Loss

Top Ring Weight Loss

Oil Filter Delta P

Adjusting Screw

Weight Loss SludgeCalculated

Merit Final Merit

28402 1004-3 8.3 61 35.0 139.2 9.0 -3779 Fail

30048 1004-3 7.4 72 238.0 155.0 9.0 -9117 Fail

35313 1004-3 9.4 62 24.0 137.5 9.0 -3713 Fail

47644 830-2 5.7 57 9 20 9.2 1408 1408

50224 830-2 4.6 44 10 38 9.0 1001 1001

50226 830-2 6.4 62 6 18 8.9 1211 1211

51799 830-2 4.4 56 12 34 9.1 1189 1189

52996 830-2 2.4 68 7 24 9.0 1587 1587

52997 830-2 7.0 34 11 25 9.1 833 833

54195 830-2 4.7 40 13 27 9.1 1287 1287

54204 830-2 4.9 78 27 41 8.8 284 Fail

55570 830-2 7.1 77 8 9 9.0 1125 1125

55571 830-2 6.1 73 10 9 8.7 1175 1175

50769 ISMA 5.9 76 10 137 8.6 -2657 Fail

51224 ISMA 5.9 44 3 43 9.1 662 Fail

Table 6. Cummins ISM Merit Rating System. The performance of reference oil TMC 830-2 and its standard deviation.

CriterionCrosshead

Weight LossTop Ring

Weight LossOil Filter Delta P

Adjusting Screw Weight Loss Sludge

Weight 350 0 150 350 150

Maximum 7.1 100 19 45 8.7

Anchor 5.7 13 27 9.0

Minimum 4.3 7 16 9.3

TMC 830-2 5.3 58.9 11.3 24.6 9.0

Avg. Std. Dev. 1.42 15.64 5.93 11.03 0.15

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Reference oil. BOI was established in the previous oil catego-ry, so only three oils were used in this matrix, including TMC 820-2 from the API CI-4 program and the two PC-10 featured oils -- PC-10B and PC-10E. Using these oils, 15 successful tests were completed in this matrix.

Statistical analysis of data and test limits. As cam and tappet wear are the only parameters in this test, there is no merit sys-tem, just limits and MTCA limits if more than one test is com-pleted. (See Tables 7 and 8.)

Caterpillar C13 Engine, Test Results and Limits

Engine. Caterpillar C13 ACERT has an air management system which incorporates twin turbochargers, twin air coolers (water-air and air-air), and variable inlet valve timing. This 2004 mod-el year, 12.5-liter engine meets the 2004 EPA emissions confi g-uration. It is rated at 430 bhp (307 km) at 1800 rpm.

Test cycle. The test runs at constant 1800 rpm at nominal-ly 430 bhp, and is controlled at a constant fuel rate of 1200 g/min. (159 lb/hr) with oil gallery temperature controlled at 98°C (208°F). At the end of this 500-hour test, the soot levels are in the extremely low range of 2%.

Control parameters. In the Caterpillar test, the oil consump-tion is calculated by averaging the oil consumption at the 100- and 150-hour points, and comparing this to the fi nal oil con-sumption at 500 hours to determine the delta increase. (See Fig. A7-A8.) This process was defi ned due to the variation in initial oil consumption which is dependent on the engine build. The pistons are rated for top-land carbon, top-groove carbon, and carbon on the top face of the second rectangular ring. It was the judgment of the surveillance panel for this test that the deposits on the ring top face were an indication of potential ring sticking.

Reference oils. Beyond the precision of this test, BOI inter-change needed to be established. Consequently, there were 26 tests run in this matrix at a cost of $2.2 million. The oils tested were PC-10A, PC-10B, PC-10C, PC-10D, PC-10E, and PC-10F. Prior to the start of the matrix test, discrimination was established between Oil A and Oil D, both of which where CI-4 products.

Statistical analysis of data and test limits. Statistical analysis of these 26 tests indicated:

• No statistical correlation between delta oil consumption and piston deposits (p less than 0.4)

• Delta oil consumption increased with base oil API Groups I, II, and III for Technology B

• No signifi cant differences among base oils for Technol-ogy A

• Top-groove and top-land deposits in general are higher with base oil API Group III compared to I/II.

• Labs differed in their ratings of oil consumption, top-land carbon and top-groove carbon

The merit rating and the test results are shown in Tables 9 and 10. Test limit 1000 merit.

Mack T-12 Engine, Test Results and Limits

Engine. Mack E-Tech V Mac 111, 12-liter engine has elec-tronically controlled unit injectors and cooled EGR with two turbochargers, one of which is variable geometry. This is the only engine in the API CJ-4 category which operates at a high EGR level of 35% in Phase 1, followed by 20% in Phase 2. The engine uses a 2002 cylinder head with low swirl and 15 ppm fuel sulfur.

Test cycle. The total test cycle is 300 hours, with the fi rst 100 hours at 35% cooled EGR with retarded timing at 1800 rpm to produce a target soot level of 4.0%. This is followed by 20% EGR rate for 200 hours at peak-torque, at which the peak-cyl-inder pressure is 240 bar (3500 psi). This is designed to pro-duce ring and liner wear at 1200 rpm. In addition, the oil gal-lery temperature is controlled at 116°C (240°F) to produce oil oxidation, which can result in lead corrosion from the bear-ings. The end of test soot is 6%.

Reference oils. BOI was established in the previous oil cat-egory, so only three oils were used in the matrix: TMC 820-2 and two feature oils, PC-10 B and PC-10E.

Wear parameters. Ring and liner wear is measured only at the end of the test. In contrast, used oil lead is monitored through-out the test, with limits on the lead increasing after 300 hours and between 250-300 hours.

Statistical analysis of data and test limit. The test results are shown in Tables 11 and 12, along with the merit system. Test limit 1000 merit.

Table 7. Cummins ISB test results with reference oil TMC 830-2, PC-10B and PC-10E.

Oil 830-2 PC10B PC10E

Tappet Wear (mg)Soot Adj

LS Mean = 88.23Mean = 85.8167

S = 16.1416

LS Mean = 93.47Mean = 88.6833

S = 15.8176

LS Mean = 67.54Mean = 57.86

S = 9.4796

Camshaft Wear (um)

LS Mean = 40.20Mean =40.2667

S = 9.2058

LS Mean = 44.85Mean = 41.9833

S = 5.6722

LS Mean = 36.86Mean = 34.14

S = 5.0093

Table 8. Cummins ISB test limits for cam and tappet.

Tappet Wear Limit • Target limit 100 mg weight loss• MTAC limits are: 100/108/112 mg for

1/2/3 tests

Cam Wear Limit • Target limit 50 μm wear by Mitutoyo snap gauge

• MTAC limits are: 50/54/56 μm for 1/2/3 tests

Table 10. Caterpillar C13 merit system. Passing results require a 1000 merits.

Anchor Max Mix

Parameter Limit Cap Max Merit Weight

Delta OC 25 31 10 300

TLC 30 35 15 300

TGC 46 53 30 300

2RTC 22 33 5 100

10

Table 9. Caterpillar C13 test results for delta oil consumption, top-land carbon, top groove carbon, second ring top-carbon deposits and fi nal merit rating. Passing results require a 1000 merits. (Oil D and PC-10G are the same oils.)

Test Results (Outlier Screened)

IND OC TLC TGC 2RTC Total P / F

OILA 28.4 36.13 51.79 21.46 260.4 Fail

OILA 26.6 31.25 54.54 22.29 536.0 Fail

OILD 18.5 26.38 47.71 12.50 1225.3 Pass

OILD 13.3 23.75 44.17 11.88 1477.0 Pass

OILD 20.2 20.42 41.42 19.58 1380.6 Pass

PC10G 8.3 29.58 33.54 12.08 1590.5 Pass

PC10G 16 29.50 39.00 17.25 1341.3 Pass

PC10G 20.6 28.08 35.00 16.46 1347.1 Pass

PC10A 52 20.83 50.48 7.00 -194.2 Fail

PC10A 32.5 29.54 48.00 11.46 655.8 Fail

PC10A 34.7 19.17 38.25 13.54 927.4 Fail

PC10B 27.7 30.38 29.25 19.79 1112.0 Pass

PC10B 29.5 17.00 51.83 13.96 897.6 Fail

PC10B 32.8 27.38 44.71 17.92 718.7 Fail

PC10B 33.4 38.00 52.96 19.38 -125.4 Fail

PC10B 35.2 24.17 49.13 21.04 503.3 Fail

PC10B 54.4 27.96 42.08 12.71 -286.0 Fail

PC10B 28.4 20.21 45.71 19.17 1055.4 Pass

PC10C 19.2 26.83 56.65 33.96 635.7 Fail

PC10C 49.9 27.13 52.50 19.38 -396.5 Fail

PC10D 35.6 23.21 40.00 8.13 822.0 Fail

PC10D 8.8 26.08 32.96 16.04 1634.7 Pass

PC10D 6.7 21.46 44.58 11.67 1584.1 Pass

PC10E 59.1 28.63 47.54 14.38 -665.3 Fail

PC10E 16.8 24.21 42.75 9.38 1442.0 Pass

PC10E 9.8 17.38 33.75 30.21 1632.0 Pass

PC10E 26.8 35.63 41.96 12.50 719.5 Fail

PC10E 17.3 16.88 41.75 19.17 1507.9 Pass

PC10E 25.4 24.70 57.83 24.79 625.3 Fail

PC10F 29.9 35.63 41.33 37.71 276.2 Fail

PC10F 50.6 33.92 59.46 43.33 -1286.6 Fail

PC10F 51.8 39.42 61.46 62.08 -2003.7 Fail

11

Mack T-11 Engine and Test Limits

Engine. The Mack E-Tech, 12-liter engine has electronical-ly controlled unit-injectors and cooled EGR with normal twin turbochargers using low-swirl cylinder heads.

Test cycle. The engine operates at 1800 rpm at 350 bhp (250 km) for 252 hours, with soot control targets identifi ed at three points: 96-hour soot window 2.5-3%, 192-hour soot window 5.1-5.85%, and 228-hour soot window 6.09-6.97%. These limits were imposed to insure that the rate of soot buildup was controlled, as previous data indicated that a rapid soot increase delayed viscosity increase. Reference Oil is TMC 820-2.

Control parameters. There were concerns both from Cum-mins and Mack about viscosity increase due to soot in both legacy and 2007 engines. Consequently, it was agreed to de-fi ne three limits for viscosity increase after the 90 cycle shear down in the Kurt Orbahn injector test. They are:

• 4 cSt increase at 100°C at 3.5% soot

• 12 cSt increase at 100°C at 6.0% soot

• 15 cSt increase at 100°C at 6.7% soot (See Fig. 13)

Viscosity 100°C cSt

6.03.5TGA Soot %

4

12

15

6.7

0

5

10

15

20

3210 4 5

Pass Limits

Fig. 13. Mack T-11 test limits for viscosity increase at 3.5%, 6.0% and 6.7% soot. Starting viscosity increase after 90 cycle shear down test in Kurt Orbabn test.

Table 11. Mack T-12 test results with reference oils, TMC 820-2, PC-10B and PC-10E. Passing results require a 1000 merits.

EOT Delta Pb

250-300 Hour Delta

PBCylinder

Liner Wear

Top Ring Weight Loss

Oil Consumption

Calculated Merit

Final Merit

55205 820-2 16 5 22 56 77 1085 108555213 820-2 25 11 18 30 76 1140 114055216 820-2 24 14 22 44 63 897 89755217 820-2 12 6 22 42 64 1298 129855715 820-2 20 8 18 56 67 1234 123455722 820-2 20 7 15 45 60 1476 147655723 820-2 16 5 13 101 66 1254 125456153 820-2 24 8 16 45 71 1276 127655712 PC10B 24 8 15 46 60 1397 139755728 PC10B 34 12 15 44 62 1075 107555935 PC10B 22 9 15 96 53 1188 118856010 PC10B 30 8 8 31 61 1430 143056562 PC10B 40 17 11 41 65 836 Fail55713 PC10E 43 23 17 35 57 494 Fail55718 PC10E 18 7 13 36 63 1586 158655725 PC10E 23 8 11 106 62 1141 Fail55937 PC10E 27 10 21 65 55 1026 102655940 PC10E 26 7 15 87 59 1159 115956726 PC10E 23 9 14 67 57 1331 1331

Table 12. Mack T-12 Merit system and below the average one stan-dard deviation of reference oil TMC 820-2.

CriterionEOT

Delta Pb

250-300 Hour

Delta PBCylinder

Liner Wear

Top Ring Weight Loss

Oil Con.

Weight 200 200 250 200 150

Maximum 35 15 24 105 85

Anchor 25 10 20 70 65

Minimum 10 0 12 35 50

Mack Merit 1000 min

TMC 820-2

EOT Delta Pb

250-300 Hour

Delta PBCylinder

Liner Wear

Top Ring Weight Loss

Oil Con.

Average 19.62 8.0 18.21 53.37 68

Std. Dev. + 4.65 + 3.1 + 3.49 + 21.30 + 6.14

12

PROGRAM TIMELINE

This program was initiated in September 2002 and fi nished within the ASTM-HDEOCP on January 26, 2006, with all the new tests accepted and limits established on all the tests in the category. Following the limit setting for all the tests, there is a 9-month qualifi cation period before the API license on Oc-tober 26, 2006. (See Fig. 14.) This program differed from previous oil category programs in that after the matrix design testing was completed, there was a 4-month “technology dem-onstration” time which allowed both additive suppliers and oil companies to conduct product development in all the new tests —Caterpillar C13, Cummins ISB, Cummins ISM, Mack T-12 and T-11—before limit setting was fi nalized.

The ASTM-HDEOCP met approximately every 3 months in this development process to insure that an appropriate cate-gory was delivered on time. Limits were agreed to through the use of “Exit-Criteria” ballots issued to the panel and other interested parties within ASTM. This enabled early identifi ca-tion and documentation of potentially divisive issues, which could then be discussed and resolved within the panel prior to the fi nal vote. (See Appendix).

This process was supported by specifi c task forces on each new test development, on the chemical limits, on TGA sulfated ash repeatability and reproducibility, valve train wear tests, testing program, and base oil interchange. All of this is documented in the ASTM-HDEOCP minutes which are posted on the Test Monitoring Center (TMC) website.

CONCLUSIONS

In previous oil category developments, the primary need was to focus on providing engine durability. This has been suc-cessfully achieved since 1988 when diesel emission controls for both particulate and NOx were fi rst imposed. These were implemented by frequent improvements in oil quality through the oil categories CE, CF-4, CG-4, CH-4, and CI-4 (17-19).

In order to meet the U.S. EPA’s 2007 particulate standards for on-highway diesel vehicles these will employ exhaust DPFs for the fi rst time, and consequently, both engine durability and DPF service life became design targets for the new oil catego-ry -- API CJ-4. In order to limit the lubricant incombustible material collected in the DPF and provide compatibility with the oxidation catalysts, API CJ-4 limits the fresh oil’s sulfat-

ed ash to 1.0%, the phosphorus to 0.12%, sulfur to 0.4%, and volatility to 13%.

API CJ-4 was developed to provide engine durability for both new 2007 and legacy engines within the chemical limits above. This oil category includes 10 fi red engine tests and 6 bench tests. The new multi-cylinder tests in the category in-clude Caterpillar ACERT C13, Cummins ISB, Cummins ISM, Mack T-12, and Mack T-11, which cover oil consumption, pis-ton deposits, ring-liner-bearing wear, valve train wear, soot dispersancy, oil oxidation, and viscosity shear. These tests are juxtaposed on existing tests selected from API CI-4 category. It is the most robust API oil category ever developed in U.S.

API CJ-4 is the latest in a series of six API categories devel-oped since 1988, each of which signifi cantly improved the quality and performance of diesel engine oil. Categories have been adopted on an average of every 3 years. (Fig. A9.) This is a tribute to the effectiveness of teamwork among the engine manufacturers, oil companies, and additive suppliers within the framework of ASTM, and with the support of excellent statisticians and test task forces.

ACKNOWLEDGMENTS

The authors would like to thank the many task forces involved in the development of this oil category and express their ap-preciation to:

• Eric Olsen, Oronite, for leading the TGA Sulfated Ash Task Force

• Rick Finn, Infi neum, for leading the “Chemical Box” Task Force

• Steve Kennedy, ExxonMobil, for leading the Matrix Design Task Force

• Bill Runkle, Ashland, for leading the New Category Development Team

• Scott Richards, SwRI, for overhaul engine test data and support

• Warren Totten, Cummins Inc, for leading the Cummins ISM and ISB Task Force

• Riccardo Conti, ExxonMobil for Mack T-12 Task Force

• Tom Franklin, Intertek, Automotive Research and James Gutwiller, Infi neum, for Caterpillar C13

REFERENCES

1. J. A. Mc Geehan, “Diesel Engines Have a Future and That Future is Clean,” SAE Paper 2004-01-1956 (2004).

2. J. A. Mc Geehan, S. W. Yeh, M. Couch, A. Hinz, B. Ot-therholm, A. Walker, and P. Blakeman, “On The Road to 2010 Emissions: Field Test Results and Analysis With DPF-SCR System and Ultra Low Sulfur Diesel Fuel,” SAE Paper 2005-01-3716 (2005).

3. S. J. Charlton, “Developing Diesel Engines to Meet Ul-tra-Low Emission Standards,” SAE Paper 2005-01-3628 (2005).

4. A. Hertzberg, W. Moehrmann, S. Mueller-Lunz, N. Pelz, G. Wenninger, W. H. Buck, W. A. Givens, A. Jackson, and A. Kaldor, “Evaluation of Lubricants Compatibility With Diesel After-treatment Devices,” Tribology and Lubrication Engineering, 14th International Colloquium

1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q

2002 2003 2004 2005 2006 ‘07

Chemical Limits

EMA Request

Funding Group

Precision Matrix

Tests Accepted

Product Qualification/API Licensing

ASTMTask Name

Oils in Market

Test Development

FreezeChemical Box

Ash, Phosphorusand SulfurJune 2004

Matrix StartMay 2005

Finalize LimitsDec 6-Feb 1, 2005

API LicensingAPI CJ-4Oct 2006

Fig. 14. API CJ-4 Time-Line. API CJ-4 license date October 2006.

13

Oil Hole

Oil Hole

API CH-4 M11-HST

Rocker PadAPI CI-4M11 EGR

Steel Rocker Pad

Tribology, January 13-15, 2005.

5. E. Bardasz et al., “Investigation of the Interaction Between Lubricating-Derived Species and After-treat-ment Systems on a State-of-the-Art Heavy-Duty Diesel Engine,” SAE Paper 2003-01-1963 (2003).

6. B. Otterholm, “Globalization of Diesel Engine Oil Spec-ifi cations,” Proceeding of Annual Fuels and Lubricants Asia Conference and Exhibition (2003).

7. M. Barris, S. Reinhart, and F. Washliquist, “The Infl u-ence of Lubricating Oil and Diesel Fuel on Ash Ac-cumulation in an Exhaust Particulate Trap,” SAE Paper 910131 (1991).

8. Y. Takeuchi, S. Hirano, M. Kanauchi, H. Ohkubo, M. Nakazato, M. Sutherland, and W. Van Dam, “The Impact of Diesel Engine Lubricants on Deposit Formation in Diesel Particulate Filters,” SAE Paper 2003-01-1870 (2003).

9. Advanced Petroleum Based Fuels-Diesel Emission Con-trol (APBF-DEC), Lubricants Project, Phase I Report 2004.

10. H. Jung, D. B. Kittelson, and M. R. Zachariah, “The Infl uence of Engine Oil Diesel Nanoparticles Emissions and Kinetics of Oxidation,” SAE Paper 2004-01-3179 (2004).

11. J. A. Spearot and F. Caraccioio, “Engine Oil Phosphorus Effects on Catalytic Converter Performance in Federal Durability and High Speed Vehicle Tests,” SAE Paper 770637 (1977).

12. I. Inoue, T. Kurahashi, T. Negishi, K. Akliyama, K. Arimura, and K. Tasaka, “Effects of Phosphorus and Ash

Content of Engine Oil on Deactivation of Monolithic Three-Way Catalysts and Oxygen Sensors,” SAE Paper 920654 (1992).

13. B. Williamson, J. Perry, R. L. Gross, H. S. Gandhi, and R. E. Beason, “Catalysts Deactivation Due to Glaze For-mation From Derived Phosphorus and Zinc,” SAE Paper 841406 (1984).

14. J. A. Mc Geehan, B. J. Fontana, and J. D. Kramer, “The Effect of Piston Temperatures and Fuel Sulfur on Diesel Engine Piston Deposits,” SAE Paper SAE 821216 (1982).

15. J. A. Mc Geehan, “Effect of Piston Deposits, Fuel Sulfur, and Lubricants Viscosity on Diesel Engine Oil Consumption and Cylinder Bore Polishing,” SAE Paper 831721 (1983).

16. J. A. Mc Geehan, W. Alexander, J. N. Ziemer, S. H. Roby and J. P. Graham, “The Pivotal Role of Crankcase Oil in Preventing Soot Wear and Extending Filter Life in Low Emission Diesel Engine,” SAE Paper 1999-01-1525 (1999).

17. J. A. Mc Geehan et al., “The First Oil Category for Die-sel Engines Using Cooled Exhaust Gas Recirculation,” SAE Paper 2002-01-1673 (2002).

18. J. A. Mc Geehan et al., “New Diesel Engine Oil Cat-egory for 1998,” SAE Paper 981371 (1998).

19. J. A. Mc Geehan et al., “The World’s First Diesel Engine Oil Category for Use With Low-Sulfur Fuel: API CG-4,” SAE Paper 941939, 1994.

APPENDIX

Fig. A-2. Cummins ISM valve train system showing the cross-head and swirl-foot.

Fig. A-3. Cummins rocker-arms for API CI-4 and CH-4.

14

AXHWL

ATWL

Cam Lobe ACLW

3,100

2,500

1,900

1,300

700

1 2 3 4 5 6 7 8 9 1011 12 1314

1,200

900

600

300

0

RP

M, 3

00 p

er D

ivis

ion

Torque, 150 lbf-ft per Division

Time in Seconds,Approx 5 Seconds per Division

Torque

RPM

Step Number

Fig. A-1 - EPA heavy duty on-highway engine emissions standards.

0

5

10

15

20

1970 1975 1980 1985 1990 1995 2000 2005 2010 2015

Model Year

0.0

0.5

1.0

1.5

2.0

PM

Steady StateTest

NOx + HC

Transient Test

NOx(Unregulated)

PM(Unregulated)

NOx

NOx + HC

NOx

PM NOx

Oxides of Nitrogen (g/bhp-hr) Particulate Matter (g/bhp-hr)

NOx

YearNOx

g/bhp-hrPM

g/bhp-hr

2007 1.2 0.01

2010 0.2 0.01

Fig. A-5. Cummins ISB test cycle.Fig. A-4. Cummins ISB valve-train system.

15

1988

19901991

1994

1998

2000

2002

20100.80

0.33

0.134

0

2

4

6

8

10

12

NO

x, g/k

W-H

r

Particulate, g/kW-Hr

8.056.7

6.7

5.4

*(NOx + NMHC)

1.5

.013

14

1614.4

2007

0.27

CH-4

CI-4

CJ-4

PC-11

CG-4

CF-4

CE

3.3*

Caterpillar C-13

Oil Consumptionand Piston Deposits

Mack T-12

Power CylinderWear and Oxidation

Cummins ISB

Slider ValveTrain Wear

Cummins ISMValve Train Wear,

Ring Wear, Filter Life and Sludge Control

ACERTNo EGR

15 ppm Fuel Sulfur

High EGR — 100 HrHigh EGR — 200 Hr15 ppm Fuel Sulfur

Low EGR15 ppm Fuel Sulfur

Low EGR15 ppm Fuel Sulfur

Oil PC-10DPC10B/10E

10A/10F

TMC 820-1PC-10B/10E

TMC 830PC-10B/10E

TMC 830PC-10B/10E

Fig. A-9. US EPA heavy-duty emission standards and the development of API oil categories.

Fig. A-6. New engine tests in API CJ-4 and reference oils.

16

2.0PE2 Ref Oil ACAT Ref Oil ASw Ref Oil APE1 Ref Oil DXOM Ref Oil DPE Ref Oil D

1.8

1.6

1.4

1.2

1.0

0.8

0.6

0.40 100 200 300 400 500

Oil Hours

Relative Oil Consumption

PE2 Ref Oil ACAT Ref Oil ASw Ref Oil APE1 Ref Oil DXOM Ref Oil DPE Ref Oil D

0.40

0.35

0.30

0.25

0.20

0.15

0.10

0.05

0.000 100 200 300 400 500

Oil Hours

Raw OilConsumption, lbs/hr

.00081

.00069

.00058

.00046

.00035

.00023

Raw OilConsumption, lbs/BHP-Hr

Fig. A-8. Cummins C13 relative oil.Fig. A-7. Cummins C13 oil consumption in lbs/bhp-hr and lbs/hr.

Table A-1. API CJ-4 engine tests and performance criteria.

Cummins Cummins GM Cat Cat Cat Mack Mack Gasoline Navistar

Performance ISM ISB 6.5L C13 1P 1N T-12 T-11 IIIG 7.3L

Valve Train Wear X X X

Liner Wear X

Ring Wear X X

Bearing Corrosion X

Oxidation X X

Oil Consumption X X X X

Iron Piston Deposits X X

Aluminum Piston Deposits

X

Soot Viscosity Increase

X

Sludge X

Filter Plugging X

Aeration X

Table A-2. API CJ-4 diesel fuel sulfur levels in each test.

Fuel Sulfur 500 ppm 15 ppm

Engine Test

Caterpillar 1N X –

Cat 1P X –

Caterpillar C-13 (CCV) X

Cummins ISM X –

Cummins ISB – X

Mack T-12 – X

Mack T-11 X –

Sequence IIIF – –

Sequence IIIG (Sulfur 1,000 ppm) – –

GM 6.5 Liter Roller-Follower Test X –

Navistar 7.3L Aeration X –

17

Table A-3. API oil categories for four-stroke engines.

Performance Criteria

Fuel Sulfur, Wt % Test

API Category & Introduction Dates

CD 1972

CF 1988

CE 1991

CF-4 1994

CG-4 1994

CH-4 1998

CI-4 2002

CJ-4 2006

Bearing Corrosion –L-38 – Gasoline Engine: Leaded

FuelX X X X X – –

Aluminum Piston Deposits 1956 Model 0.40 Caterpillar 1G2 Indirect Injection X X – – – – –

Aluminum Piston Deposits 0.40Caterpillar 1M-PC Indirect

Injection– X

Oil Consumption, Piston Deposits, and Bronze Pin Wear

0.40 Cummins NTC 400 DI 1980 Model – X X – – –

Oil Consumption, Piston Deposits 0.1-0.4 Mack T-6 DI – X X – – –

Ring Wear, and Viscosity Increase

Viscosity Increase Due to Soot 0.1-0.4 Mack T-7 DI 1980-1987 – X X – – –

Oil Consumption, Aluminum Piston Deposits

0.40 Caterpillar 1K 1990 Model DI – – X – X –

Aluminum Piston Deposits, Oil Consumption

0.05 Caterpillar 1N X – – X

Viscosity Increase Due to 3.8% Soot 0.05Mack T-8 – 1991 Model

(250 Hours)X – –

Viscosity Increase Due to 4.8% Soot 0.05Mack T-8E – 1991 Model

(300 Hours)– X

Viscosity Increase Due to Soot at 6.0% 0.05 Mack T-11 X

Roller-Follower Valve Train Wear 0.05 GM 6.5-Liter PC – Diesel X X X X

Oil Oxidation – GM 3.8-Liter Gasoline IIIE Test X X –

Corrosion – Cummins Corrosion Bench Test X X X X

Aeration 0.05 Navistar HEUI 7.3-Liter EOAT X X X X

Foam – Bench Test Sequence I, II, III X X X X

Oil Consumption, Steel Piston Deposits 0.05 Caterpillar IP 1994 X – X

Ring Liner and Bearing Wear 0.05 Mack T-9 1994 – 12-Liter VMAC X –

Valve Train Slider Wear, Filterability, Sludge

0.05 Cummins M11 HST 1994 X –

Shear Stability – 30 Cycles – Bosch Injector ASTM D 3945 X X

Volatility – Noack D 5800/Distillation D 2887 X X X

Oil Consumption and Piston Deposits 0.05 Caterpillar 1R X

Ring, Liner Bearing Wear & Oil Consumption

0.05 Mack T-10 (EGR) X

Valve Train Wear, Filter ∆P and Sludge 0.05 Cummins M11 (ER) X

Used Oil Viscometrics at Low Temperature

– J300 Bench Tests MRV TP-1 Soot X –

Elastomer Compatibility D-471, Ref. Oil X

Aluminum Piston Deposits & Oil Consumption

Caterpillar 1K or Caterpillar 1N X

Oil Oxidation GM – Liter Gasoline IIIF X

High Temperature/ High Shear Bosch Injector X X

Valve Train Wear, Filter ∆P and Sludge 0.05 Cummins ISM X

Valve Train Wear 15 ppm Cummins ISB X

Oil Consumption and Piston Deposit 15 ppm Caterpillar C-13 X

Ring, Liner Bearing Wear & Oil Consumption

15 ppm Mack T-12 X

Oil Oxication 0.10 See III G X

Shear Stability – 90 Cycles – Bosch Injector ASTM D 3945 X

Total Number of Engine and Bench Tests

2 2 5 5 7 12 14 16

DI = Direct Injection

18

Table A-4. CJ-4 matrix costs.

T-12 ISB C13 Totals

ACC/API/EMA Financed (8) $621,000 (8) $368,000 (14) $1,361,000 (30) $2,350,000

Laboratory Financed (8) $643,000 (7) $340,000 (12) $1,216,000 (27) $2,199,000

Lost Tests (8) $279,000

Test Parts (EMA) $650,000

Matrix Oils (API/ACC) $54,000

Total $5,532,000

Table A-5. Cummins ISM, 200-h test operating conditions.

Parameter/Stage Unit A (Soot) B (Wear)

Stage Length hr 50 50

Engine Speed a r/min 1800 ± 5 1600 ± 5

Torque ab N•m (lb•ft) 960 1424

Fuel Rate kg/hr (lb/hr) 128 + 2 144 + 2

Intake Manifold Air Temperature °C (°F) 150 150

Turbo Inlet Air Temperature °C (°F) Record Record

Barometer kPa (inHg) Record Record

Humidity (Dew Point) Record Record

Oil Gallery Temperature °C (°F) 240 240

Coolant Out Temperature °C (°F) 150 150

Coolant In Temperature °C (°F) Record Record

Coolant Delta Temperature °C (°F) 7 max 7 max

Fuel Temperature °C (°F) 40 ± 2 40 ± 2

Inlet Air Pressure kPa abs Record Record

Exhaust Back Pressure kPa abs 107 ± 1 107 ± 1

Intake Manifold Pressure kPa abs Record Record

Coolant System Pressure c kPa 99 - 107 99 - 107

Crankcase Pressure kPa Record Record

Oil Gallery Pressure kPa Record Record

Oil Filter Delta Pressure kPa Record Record

Blowby L/min (inH2O) Record Record

TVO Degrees 307 ± 3 347

TVC Degrees 16 min 32

Soot Rate % 3.0 ± 0.20d e

Turbo Speed r/min <115,000 < 115,000

Cylinder Pressure f kPa N/A 18000 - 19500

EGR Rate (during break-in) % N/A 9.0-9.8

EGR Rate (during daily checks) % Record 8.5-9.8

Intake Manifold CO2 (break-in) % Record

Intake Manifold CO2 (daily checks) % Record

a Values are for reference purposesb At standard atmospheric temperature and pressurec Coolant system pressure is measured on the top of the expansion tankd Minimum soot at 50 hours is 2.8%e Target soot rate at 150 hours is 5.0%f Cylinder pressure measurement is taken on cylinder number 6

19

Table A-6. Cummins ISB test conditions.

Test Parameter Stage A Stage B Units Limits

Time, h 100 250***

Engine speed 1,600 Varies RPM ± 10

Torque Resultant Varies Nm

Fuel Rate 20.0 Varies kg/hr ± 0.3

Coolant out temp 99 99** Deg. C. ± 3

Coolant reservoir pressure 99-107 99-107 kPa

Intake manifold pressure Resultant Varies kPa

Intake manifold temp 68 68** Deg. C ± 2

Inlet air temp 25-35 25-35** Deg. C.

Turbine inlet temp Resultant Varies Deg. C.

Oil pan temp 110 110** Deg. C. ± 2

Oil pressure Resultant Varies kPa

Intake air restriction 94-98 Varies kPa abs

Exhaust back pressure 107 Wide open kPa abs ± 1

Fuel temp 40 40 Deg. C. ± 2

Fuel inlet restriction * * kPa

Fuel return restriction * * kPa* Maintain to avoid cavitation at high pressure fuel pump** May vary due to cyclic conditions*** Stage B length is determined by test time. A minimum of 32,000 cycles shall be completed for the test to be valid

Table A-7. Caterpillar C13 Conditions, 500-h test schedule of conditions.

Parameter Unit

Test Length h 500

Speed r/min 1800 ± 5

Power kW record

Torque (typical)A N•m 1760

Fuel Flow g/m 1200+6

Intake Manifold Temp. °C 40+2

Blowby Flow L/min record

Coolant Out Temp. °C 88 ± 2

Coolant In Temp. °C record

Coolant Delta Temp. °C record

Fuel In Temp. °C 40 ± 2

Oil Gallery Temp. °C 98 ± 2

Turbo Inlet Temp. °C record

Intake Manifold Press. KPa gauge 275-285

Exhaust Temp. °C record

Fuel Pressure kPa record

Oil Gallery Pressure kPa record

Oil Filter Delta Press. kPa record

Coolant System Press.B kPa 99-107

Exhaust Press.(pre-turbo) kPa abs. 300 max

Exhaust restriction kPa 6 + 1

Crankcase Press. kPa record

Inlet Air Press. kPa abs. 92 – 98

A At standard atmospheric temperature and pressureB Measure the coolant pressure on the top of the expansion tank

20

Table A-8. Mack T-12 test conditions.

Parameters

Limits

Phase I Phase II

Time, h 100 200

Injection Timing, °BTDC Variable 21

CONTROLLED PARAMETERSA

Speed, r/min 1800 1200

Fuel Flow, kg/h (lb/h) 59.2 (130.5) 63.5 (140.0)

Intake CO2 Level, % 3.09 +/- 0.05 1.42 +/- 0.05

Exhaust CO2 Level, % 9.25 +/- 0.05 9.93 +/- 0.05

Inlet Manifold Temp., °C (°F) 90 (???) 80 (175)

Coolant Out Temp., °C (°F) 66 (150) 108 (226)

Fuel In Temp., °C (°F) 40 (104) 40 (104)

Oil Gallery Temp., °C (°F) 88 (190) 116 (240)

Intake Air Temp., °C (°F) 25 (77) 25 (77)

RANGED PARAMETERSB

Inlet Air Restriction, kPa (in. H2O) 3.5 – 4.0 (14 – 16) 3.5 – 4.0 (14 – 16)

Inlet Manifold Pressure, kPa (in. Hg) Tbd Tbd

Exhaust Back Pressure, kPa (in. H2O) 2.7 – 3.5 (11 – 14) 2.7 – 3.5 (11 – 14)

Crankcase Pressure, kPa (in. H2O) 0.25 – 0.75 (1 – 3) 0.25 – 0.75 (1 – 3)

UNCONTROLLED PARAMETERS

Torque, N•m (lbf•ft)C Record Record

Exhaust Temp., °C (°F)

Pre-turbine Record Record

Tailpipe Record Record

Oil Sump Temp., °C (°F) Record Record

Coolant In Temp., °C (°F) Record Record

EGR Pre-Venturi Temp., °C (°F) Record Minimum 116 (240)

Inlet Air Dew Point, °C (°F) Record Record

Inlet Air Humidity, g/kg (gr/lb) Record Record

Blowby, L/min (ft3/min) Record Record

EGR Pre-Venturi Pressure, kPa (in. Hg) Record Record

Pre-turbine Exhaust Pressure, kPa (in. Hg) Record Record

Main Gallery Oil Pressure, kPa (psi) Record Record

Oil Filter ∆P, kPa (psi) Not to exceed 138 (20)D Not to exceed 138 (20)D

A: All control parameters shall be targeted at the mean indicated.B: All ranged parameters shall fall within the specifi ed ranges.C: At 98.2 kPa (29 in. Hg) and 29.5 °C (85 °F) dry air.D: If oil fi lter ∆P exceeds 138 kPa (20 psi), change the two full fl ow fi lters. If the fi lters are changed, attempt to recover as much oil as possible

by draining the fi lters. No new oil is to be added. The test report shall indicate if the fi lters are changed.

21

Table A-9. T-11 Test conditions.

Parameters

Limits

Test

Time, h 252

Injection Timing, °BTDC VariableA

CONTROLLED PARAMETERSB

Speed, r/min 1800

Fuel Flow, kg/h (lb/h) 53.5 (118.0)

Intake CO2 Level, % 1.5 +/- 0.05

Inlet Manifold Temp, °C (°F) 70 (158)

Coolant Out Temp, °C (°F) 66 (150)

Fuel In Temp, °C (°F) 40 (104)

Oil Gallery Temp, °C (°F) 88 (190)

Intake Air Temp, °C (°F) 25 (77)

RANGED PARAMETERSC

Inlet Air Restriction, kPa (in. H2O) 3.5 – 4.0 (14 –16)

Inlet Manifold Pressure, kPa (in. Hg) 140 minimum

Exhaust Back Pressure, kPa (in. H2O) 2.7 – 3.5 (11 –14)

Crankcase Pressure, kPa (in. H2O) 0.25 – 0.75 (1 – 3)

UNCONTROLLED PARAMETERS

Power, KW (bhp) -257 (-345)

Torque, N•m (lbf•ft)D RecordD

Exhaust Temp., °C (°F)

Pre-turbine Record

Tailpipe Record

Oil Sump Temp., °C (°F) Record

Coolant In Temp., °C (°F) Record

EGR Cooler Inlet Temp., Front, °C (°F) Record

EGR Cooler Outlet Temp., Rear, °C (°F) Record

EGR Pre-Venturi Temp., °C (°F) Record

Inlet Air Dew Point, °C (°F) Record

Inlet Air Humidity, g/kg (gr/lb) Record

Blowby, L/min (ft3/min) Record

Pre-turbine Exhaust Pressure, kPa (in. Hg) Record

Main Gallery Oil Pressure, kPa (psi) Record

Fuel Pressure Record

Oil Filter ∆P, kPa (psi) Not to exceed 207 (30)E

A: For pretest and post test oil fl ushes, injection timing is not specifi edB: All control parameters shall be targeted at the mean indicatedC: All ranged parameters shall fall within the specifi ed rangesD: At 98.2 kPa (29 in. Hg) and 29.5°C (85°F) dry airE: If oil fi lter ∆P exceeds 207 kPa (30 psi), change the two full fl ow fi lters. If the fi lters are changed, attempt to recover as much oil as possible

by draining the fi lters. No new oil is to be added. The test report shall indicate if the fi lters are changed.